Compensated draft-manometer.



W. D. WOOD. COMPENSATED DRAFT MANOMETER. 'APPLICATION FILED MAR.23. I9|4.'

. 1 97 88 1 Patented Sept. 12, 1916.

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WALTER D. W'OOD, OF NEW YORK, '11. Y., ASSIGNOR TO FUEL SAVING COMPANY, OF ALLENTOWN}PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

COMPENSATED DRAFT-MAllTOMETER. I

Application filed March 23, 1914.

To (/ZZ whom it may concern Be it known that I, lVaL'rnu D. Noon, a

citizen of the United States, residing at Port Richmond, Staten Island, in the borough of Richmond, city and. State of New York, have invented certain new and useful Improvements in Compensated Draft-Manometers. 01 which the l'ollown g is a specification, reference being had therein to the accompanying drawing. 7

My present invention relates to a manometer. It differs from and is an improvement over the rigistering and recording devices which have hitherto been used for the purpose oi? showing the difference in draft or pressure and rate oi'combustion throughout steam boilers, furnaces, etc., in that its main object is to enable a complete and instantaneous control to be had of a system for tiring powdered coal in locomotives especially, as well as with other engines, in orderthat there may be complete control at all times of the amount of fuel fed to the firin chamber for the revention of back fire, smoke and over feeding; this being neoessary, as the rate of coml'mstion in a locomotive and the draft which ordinarily coir trols the same changes so rapidly between maximiun or minimum limits, being practically zero when the throttle is closed and maximum when the engine is running with the throttle full open The iuventim is especially adapted for use in conjunction with my improved apparatus for burning line fuel in the furnaces of locomotives as described and claimed in my coiiending application l'or Letters Patent liled March 23, roll, Serial No. 826,641.

The invention, therefore. consists essentially in the conslrm-tion, arrangement and combination of parts. substantially as will be hereinafter described and then morc par ticularly pointed out in the claims. 7

The accompanying ligure ol' drawing represents in elevation, with certain parts in section. my improved manometer shown as practically applied to a l ne l'ucl burner arranged on a locomotiv and its tender.

Although my present improved manomelcr is intended for a great variety of dill'el ent forms oi compensated draft apparatus. so that the register may be directly read with case and convenience, yet 1 do not Specification of Letters Patent.

Patented Sept. 12, 1916.

Serial No. 326,643.

wish to be restricted to any single application of the device. However, in order to afford a complete explanation of a practical way of applying and operating the invention I have in the present embodiment thereof shown the same in connection With a number of mechanical features belonging to the nnproved apparatus contained in my 00-, pending application hcreinabove referred to, and in said apparatus, as shown in the drawing, it will be seen that 1 designates a fuel tender carrying a supply of pulverized. or finely disintegrated fuel; 2 a steam boiler on a locomotive; 3 the firebox of the boiler furnace; 1 the door to said firebox; 5 some suitable flooring in the cab or otherwise for the fireman, engineer, motorman, or other attendant, who has the apparatus under his control. The tender 1 and the locomotive are coupled'together in the ordinary way as ndi'cated at 28. On the tender is a centrifu- 'al fan or blower device 6, which discharges into a conduit leading to the firebox 3 and consisting of pipes, 1O, 11 and 14,; pipes 10 and 11 being united by angular connections 12, and pipes 11 and 14 being united by angular connections 13. The pipe 11 discharges into the interior of a nozzle cylin der 17 of greater diameter, which cylii'ider discharges into the opening 16 at the bottom of the firebox, 3. Thus the pipes Ll and 17 serve as a duplea nozzle for carrying the line fuel into the firebox. ()n the tender alongside of thefan G is a steam turbine 7 receiving its steam from the boiler 2 through pipe 8, and discharging its exhaust into'the locomotive staclc through pipe 9. E ton turbine 7 drives the fan (3. its shaft is suitably geared to shaft 22, by pinion 2i. and gear wheel 20. so as to operat a feed device (not shown) within housing .15 which carries the line luel torward from its bin into a hopper 3 3 which discharges at the botton end into the pipe l'il. Air for the pur pose oi promoting the combustion is supplied to the nozzle cylinder 17 through openings 15 at the sides having shutters 3 which are operated automatically by any suitable leverage. as at 35, the details of which are not shown. Air is also admitted into the iirehox directly through openings 18 alongoperated by a proper system of levers, as at A details, however, form no part of present application, and are simply given her in brief to describe one form of apparatus with which my improved ina- IIUIWL?! may be employed.

of fed, as I shall explain, and this lace is suihrbly located Ill the cab or at some other point where the fireman, engu neer. or other attendant can easily observe the same, and thus have the entire mechanisni completely under control at all times. he air pressure or rather vacuum within he fireboy determined by running a ipe 27 "on! said box to the manometer dial nd zllowing it to lead to a U-shaped glass ibe ll arranged in connection with the face it and ha ing a series of graduations 1, 2, otherwise, at Zhe air m'essure in fan l3 and the amount of fuel being; fed determined by l leading a pipe 2-1 from some suitable point in the discharge of the fan by running said pipe to the manometer face 21} where it connects with a ll-shaped glass tube l one of which provided with a series ol graduations ii, 2, 35., or otherwise, at :53, the other being' open to the atmosphere. lheriarethusiu the manometer two J-shapeil glass tubes, one connected to the inn and. the other to the firebox. The pipe El connected to the tan conveys air pre sure to the tube 30; while through the pipe 3 connected lo the firebox there is a drawing or sucking action which has a vacuum. producing ell'ect upon the contents of the tube 31. These manometer tubes 30 and 31 contain water or some other suitable liquidas l have indicated in. the drawing, and the or pressure on the water column of the ill Il and the vacuum pull upon the wa l )i, tcr column in the tube 31, show directly in mean inches or other graduations on the scales and 3:},

The calibration oi the manometer must, or" (HHH'H, be determined by; experin'ient, and in some arbitrary way so that there may be a definite corrcnpoudence between the graduations in the two tubes, in order lo tell properly how much air pressure needed from the fan to perform a required duty io i'hc firebox to enablethe required combuslion to take place. arid also to show the maximum amount that can be v ed with out over-h ding. The fireman, by observing the vscale 33, will be able to instantly loll how much the air pressure is at. the .l'an oullct and accordingly how much coal is on led to ihe lire box and by regulatlrun speed oi" l'an by turnirej the valve ll) in steam pipe 8 so that more coal will not he led into the lirebox than the dral't at the time in the lirebox can properly accommodate for proper combustion; over-feeding, back firing and smoke are thus prevented; such firebox draft being simultaneously as cer.;ained by an inspection of the scale 32 alongside of the scale 33, said fire box draft being dependent entirely upon the amount of steam being exhausted from the cylinder into the stack (not; shown) which communicates with said fire box through lines or fire tubes in the front end of the same and through which the products of combustion reach the outer air. It is, therefore, seen that the draft in the fire box is independent oi the rate oi combustion. If for instance the fireman desires to increase thcsso lire, and scale 32 shows a draft in firebox of, say, 3, he may speed up the fan until the scale 33 reaches the graduation 3, such being the outside limit at that instant, and not permit any further increase, thus absolutely preventing an excess of coal from being fed to the firebox. Of course, it will be understood that by experiment, I can determine how much the air pressure and consequent fuel feeding shall be for a given draft pressure, and after these arbitrary figures have been determined, and scales 32 and 33 graduated accordingly, it will be easy for the fireman or other attendant to control the air pressure at the two points by observing these scales. This prevents any over-feeding and also makes it impossible or back firing to occur.

I have represented an alternative plan for the determination of the amount of coal which is being fed, which plan consists in the employment of a speedometer in lieu of the pressure gage 33. Such speedometer is shown at 27-c0nnected by a flexible shaft 26 with the conveyer shaft, on which the gear 20 is mounted. The speedometer will be graduated to read in ounces or other miantities corresponding with the graduated scale which indicates the pressure of the firebox drui't. As the feeding mechanism operates under the impulse of the actuating devices, the speed of the feed mechanism will be indicated on the speedometer, and the number of pounds of coal dust being fed at any one time can be quickly read, and by proper manipulation of the apparatus, the coal l'ed will be proportioned to the draft in the firebox.

I do not wish to be restricted to the use oi my improved manometer on a locomotive engine, nor to any other particular kind ol engine. I have devised and coin structed it 'lor the purpose of showing the best results in the operation of a fine fuel burner wherever the latter may be located and for whatever use, and the essential idea ol' the'invention is to enable the attendant to read the pressure in the coal de livery and the combustion chamber and properly relate the same to each other so that the best results may be bad. Therefore, it will be understood that a great number of changes may be made in the precise structure, location, and arrangement of the various parts, without exceeding the scope of the invention.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. The combination with burner, including a firing chamber and an air blast device, of an indicating device comprising two indicators, a connection between one indicator and the air blast device so that said indicator may show the pressure of said blast and thereby the rate of combustion of the fuel being fed, and also a connection between the other indicator (and the firing chamber, so that the draft vacuum may be indicated, both indicaters being cooperatively related so that the pressure in the fuel delive and the a fine fuel- &

firing chamber may vbe easily'read and properly related to each other.

2. The combination with an apparatus for feeding and burning powdered fuel, said apparatus including a fluid pressure fuel feeder and a firing chamber, of an indicatin device having U-shaped glass tubes, each provided with a scale, a connection between one tube and the fluid pressure feeder, and a connection between the other tube and the firing chamber, said scales on the tubes having a cooperative relation which enables the pressure in the fuel delivery and'the firing chamber to be read and related to each other so that the best results in firing may be had.

In testimony whereof I afliX my signature in the presence of two witnesses.

WALTER D. WOOD.

Witnesses:

FRANK H. Vrorz, J12, EsrELLn'M. BRYMAN. 

